Mine car



Jan.'3, 1939. E, RAMSAY 2,142,412

I I MINE CAR Fi led Dec. 16, 1936 5 Sheets-Sheet 1 INVENTOR v Erskine Ramsay Z W ATTORNEYS E. RAMSAY Jan. 3, 1939.

MINE CAR 5 Sheets-Sheet 2 Filed Dec. 16, 1936 Y INVENTO R Eiskine Ramsay ATTORNEYS Jan. 3, 1939.

MINE CAR Filed Dec. 16, 1936 5 Sheets-Sheet 5 INVENTOR 5/6/5776 Ramsay ATTORNEY:

E. RAMSAY '2,142,412-

Jan. 3, 1939..

E. RAMSAY 2,142,412

MIANE CAR I Filed Dec. 16, 1956 5 Sheets-Sheet 5 INVENTOR Erskine Ramsay I ATTORNEYS Patented Jan. 3, 1939 UNITED STATES PATENT OFFICE 9 Claims.

My invention relates to improvements in the design and construction of cars more particularly suited for mining purposes and which are especially adapted to be constructed of metal.

My present invention has for one object to perfeet and improve the all metal, cylindrical body type of mine car which forms the subject matter of Letters Patent issued to me, No. 1,508,123, wherein is shown a plate metal car with a substantially semi-cylindrical body having its wheels and axles mounted in housings which intersect and extend across the body.

One important object of my present invention is to avoid as far as possible any encroachment upon the interior of the car body by its wheel mounting, and to this end I mount the wheels on stub axles in housings which encroach only to a negligible extent into the interior of the car body on each side and are mounted for ready and independent removal outwardly therefrom, their design being such as to offer no obstruction to the free and complete discharge of the contents of the car while being dumped.

My invention further contemplates so mounting the stub axles as to afford either a rigid or spring running gear for the car body, with each housing set into a relatively small separate opening in the lower side of the car body.

A further object is to mount the wheel housings by riveting or bolting them to longitudinal external angles attached to'the body so as to serve as stiffeners.

A further object of my invention is to increase the carrying capacity of the car without at the same time interferring with its adaptability to be freely and completely dumped, particularly in a rotary dumper, and to this end I carry the sides of the car substantially further above its horizontal center line than in my former patent keeping them concentric with the body axis and there provide upwardly and outwardly inclined angles or flanges which give the body a transverse width at the top equal to its diameter. Thus I increase the cars carrying capacity without also increasing its required lateral clearance and I provide for the body additional side stiffener elements formed by its out-turned top flange, with or without a reinforcing angle, to equalize the stiffening applied along the lower sides of the car.

Another distinctive feature of my invention relates to the facility aiforded for the removal of the wheels from their mountings without detaching their housings from the car body, the wheels being held in running position by keepers which, in the case of rigidly mounted axles are themselves removable, whereas in the case of the spring mounted axles the keepers are fixed on the housing and the axle and its carriers are demountable to permit'the disengagement of the wheel.

Another advantageous feature of my invention lies in the simplicity of the brake control, particularly as applied to the spring mounted running gear, wherein a brake operating crank shaft controls all of the brakes on the same side of the car and these two shafts are so mounted that they are free to play with the wheels without disturbing their braking functions, or interferring with their setting by their operating brake lever.

My invention further contemplates particularly so designing and coupling the cars as to form in effect a continuous train adapted to be loaded while in motion from a belt or other source of supply, and to this end the car ends shall stand juxtaposed and may be provided with a stiifening flange designed to span the space between cars and overhang with ample clearance the adjacent end of the next car in the train, thereby stiffening the flange bearing end, increasing the cars load carrying capacity, and providing a continuous sectional train of receivers for the mineral to be mechanically loaded thereinto without spillage between cars.

My invention further contemplates mounting each stub wheel axle for the spring carriage on a carrier having a vertically slidable dovetail connection with its respective housing and forming the under support for springs interposed between it and the top of its housing, the carriage and springs being readily demountable from the how ing by removing a stop at the bottom of the carrier guide.

My invention further contemplates mounting a stiffener angle in position on each side to form the elements adapted to engage under the holddown means on a rotary dump, and the stiffening angles attached to the curved body on opposite sides of its wheel openings will have an outward flare that permits the interposed housings to be wedged in place, thus insuring a most rigid connection of the housings through the stiifening members to the body and the uniform transfer of stresses therefrom to the rounded car body throughout its whole length.

My invention further comprises the novel details of construction and arrangements of parts which, in their preferred embodiments only, are illustrated in the accompanying drawings and are hereinafter more particularly described and claimed.

According to the drawings:-

Fig. 1 is an enlarged side elevation of one car, embodying my present invention, shown coupled to a portion of the next car in a train, its wheels having rigidly mounted axles.

Fig. 2 is a plan view of Fig. 1.

Fig. 3 is a half end view and a half vertical transverse section taken on the center line of one of the cars wheel housings.

Figs. 4 and 5 are respectively views in plan and side elevation of a train of cars coupled and equipped with an overlapping flange to provide for continuous mechanical loading.

Fig. 6 is an enlarged vertical cross sectional view taken on the line A-A, Fig. 8, through a rigid wheel mounting and housing.

Figs. 7, 8 and 9 are cross sectional views taken respectively on the lines BB, CC, and D--D of Fig. 6.

Figs. 10, 11, 12 and 13 are views corresponding respectively to Figs. 6, 7, 8 and 9 showing a spring wheel mounting.

Similar reference numerals refer to similar parts throughout the drawings.

According to the embodiment of my invention illustrated in Figs. 1 to 3, the car body is composed essentially of three body parts, namely, the center portion Ill, consisting of a metal plate shaped to form the cylindrical middle portion of the car and having along its upper edges outwardly inclined angles or like members to form the top stiffening flanges l i, and the right and left hand disked or bellied ends l3 and I4 respectively which are similar in shape and differentiated because the end l3 carries the female coupler element 15 and the brake control rigging which will be later described, while the end l4 carries the male coupler element It. These end plates are shaped with a marginal inturned flange adapted to be received in the adjacent rounded end of the body Ill and to be welded, riveted or bolted thereto, according to the construction desired. Each end has its coupler element of the swivel type attached thereto in position to align with the axis of a rotary dumper, and above this axis the end plates rise substantially vertically so as to stand parallel and juxtaposed at their upper central portions. Considered in plan, these end plates are curved from their junction with the body l B being struck on a long radius arc throughout their central portions. This preserves the strength of the arch shape and yet brings the central portions of the ends into close proximity so that, when coupled in a train, the clearance between cars, particularly along a center loading line, is reduced to a minimum, thereby increasing their adaptability to be loaded continuously while in motion from a belt or otherwise.

The body plate I!) has four entirely separate openings cut therein to receive four wheel covers or housings H, the shape of these openings and the housings in plan being clearly shown in Fig. 2. The end plate 14 has an opening therein through which the housing It for the male coupler element projects, but this housing is so disposed and shaped that it offers no obstruction to the free escape of material from the car when being dumped and will not tend to cause material to hang therein after the car has been dumped.

It will be noted that the housings I! are arranged in transverse alignment on opposite sides of the car in position where their outer ends are overhung by the sides of the body sufiiciently to keep the running gear and brake rigging which they support all within the maximum width of the car body.

I attach along the outer side of the body plate Ill on each side a pair of stifiener angles l9 and 20, more clearly shown in Fig. 3, which extend the full length of the body plate I 0 and stand parallel with their inner flanges projecting toward each other and securely welded, riveted or bolted to the body plate while their out-turned flanges flare apart to receive the wheel housings I! on their respective side of the car.

These housings ll comprise an outer marginal flange 2! which extends about all sides of the housing and is disposed to fit snugly between its respective stiffener angles l9 and 20 and against the curved body plate 10 all around the housing opening therein. As a result of this arrangement when the flange of the housing is riveted or bolted in place to both body and angles it will be drawn against and riveted to the body and will conform to its curvature and will also fit snugly and tightly between the outturned angle flanges so that its load stresses coming vertically in either direction on the housing, will be transmitted not only to the body plate but also directly to the stiffener angles, thereby insuring a simple, rigid and strong mounting for these housings.

Each housing ll, which is more clearly illustrated in Figs. 6 to 9, has formed integral therewith a stub axle 22, having its outer end 23 reduced and suitable bearings 24 preferably of the antifriction type mounted on the inner and outer ends of the stub axle in position to receive the hub 25 of the car wheel 26. This hub is closed at its outer end and at its inner end is counterbored to receive the inner bearing 24 and the packing ring or gland 21 which fits about the axle and closes the running clearance at the inner end of the wheel hub.

It is important to note that the wheel hub has formed at its inner end, which is juxtaposed to the inner wall of the housing, an annular flange 28 which is adapted to be engaged by a pair of arcuate keeper plates 29 which are riveted or bolted to the back wall of the housing and serve to hold the wheel in running position on its bearings. By the removal of these keeper plates the wheel can be readily slipped off of its axle and replaced without disturbing the housing. If for any reason, however, it is desired to remove the housing, it will be apparent from Fig. 6 that after its securing means have been detached, the housing will slip outwardly between its mounting angles and will clear the walls of the hole provided for it in the body plate In. Thus both wheel and housing are readily removable and replaceable together.

By reference to Fig. 1 it will be noted that the brake mechanism for the wheels on either side of the car comprises a longitudinal rocker bar 39 which is mounted at one end in a bracket 3! attached to the end element l3 slightly above the upper level of the wheel treads and I preferably form in this bar crank portions 32, see Fig. 8, which project inwardly above the wheel tread and have welded, or otherwise suitably attached thereto, a brake shoe 33. The rocker bar is mounted in bearing brackets 34 which project outwardly from the housing and are retained in position in the bearing by cotter keys 35 inserted through holes in the bearing yoke elements which thus permit the ready outward detachment of the brake bar and shoes without turn connected to the crank 31 (not shown) on,

the opposite brake bar 30. The brake lever at its upper end has a detent 39 which supports it by engagement with the arched bar 40, the upper edge of which is toothed to hold the lever set with the desired pressure equalized and applied to the several brakes of the car. Each end plate carries a step 4i and hand rod 42 suitably attached thereto on each side.

The foregoing description covers the car with a rigid mounting for its running gear, but my invention is readily adapted to permit spring mounting of the car as will appear by reference to Figs. 10 to 13 inclusive. Here the stub axle 22a has the wheel 28 mounted thereon in the manner described but, instead of mounting the axle fixedly on the housing I mount it upon a vertically slidable bracket member 45 which extends from the lower level of the wheel flange 28 to a point above the level of the brake bar cranks 32 where the bracket is shaped to overhang the wheel and its brake and to provide a horizontal recessed double spring seat 46 from the opposite ends of which project integral, outwardly divergent, bearing arms 44 terminating in downturned yokes 47 which receive the brake rod 30 and the cotter keys 48 which hold the rod in position in the yoke bearings. A pair of suitable coiled springs 49, seated in recesses provided in the seat 46, bear against the top of the housing 58 where it is extended upwardly, as compared with the housing shown in Fig. 6, sufiiciently to receive the springs and to permit the necessary vertical play of the bracket 45.

The back wall of the housing 50 for the spring gear is made deeper than the housing and a vertical dove-tail groove 5| is formed therein to receive with a snug sliding fit the bracket 45 which has a complemental cross section, as shown in Fig. 13. A stop pin 52 is made fast at the lower end of the slideway 5| and when removed permits the bracket and wheel to drop from the housing after being disengaged from the brake bar.

As will be seen in Figs. 11 and 12, the housing 50 carries integral grooved flanges 53 which serve as keepers for the wheel flange 28 and to avoid interfering with the vertical play of the wheel the grooves undercut in these keepers have their inner walls parallel with the vertical center line through the wheel.

In Figs. 4 and 5 I show a portion of a train of my improved type of cars coupled together and particularly adapted for continuous mechanical loading from a belt or like conveyor. These cars differ from the car already described only in one particular, namely, that a corresponding end plate of each has formed thereon an inclined out-turned lip or flange 54 which as shown is on the end wall l4 and overhangs the end wall l3 of the adjacent car, being spaced sufflciently above this latter end wall not to interfere with the free relative vertical play of the coupled cars and yet to overhang the upper edge of the adjacent end wall [3 sufficiently to adapt the train of cars to receive coal or other mineral continuously loaded thereinto along its center line from a belt or other loading means without having to close by hand labor the gaps heretofore left between the cars in the train. This overlapping flange can extend the full width of the car if desired for stiffening purposes, but for loading purposes it need not extend beyond the cars center loading zone. As shown it increases in width and height toward its center, which is usually the high loading point in the car, and it will stiffen the upper edge of the end plate carrying it, and eliminate spillage between cars.

Cars as thus equipped will readily take a continuous mechanical feed of stock while in motion and can be run into a rotary dumper as a train and dumped clean with great expedition. The angles l9 will engage under the hold-down angles 55 (Fig. 3) on the dumper and when the car is inverted it will be at once noted that its interior is free of obstructions on which the mineral would hang and thus it will dump clean and eliminate the customary labor used to clean the cars which is important, where the men are paid by weight, as all material left in a car after dumping will be again and again credited to the miner or loader, thus causing a heavy loss to the operator.

Where the cars have spring running gear, the brake bar 3!] will float with its respective wheel supporting brackets, having suflicient flexibility in itself to allow independent wheel play and being so mounted in its car bracket 3! that it can have the necessary play or flexing to follow the wheel movements without disturbing the tension of the brakes as set by the hand lever 38.

It is a distinctive advantage of my present type of metal car that its body section It, its end sections [4 and I5, its wheel housings and other parts can be stocked at the mine, and when any one part is damaged it can be readily and quickly replaced, thus permitting cars to be repaired conveniently and comparatively inexpensively at the mine.

The transverse cross section of the car with its high side edges that overhang inwardly and then are flanged outwardly to the full width of its body diameter, provides a considerable increase in loading capacity without increase in overhead or lateral clearance and the curved. or arched construction employed in the sides and ends gives maximum strength for a given thickness of plate stock and permits a relatively light car body to be constructed which has a very high degree of strength to resist lateral and longitudinal stresses, the longitudinal stiffening elements cooperating to absorb the endwise thrust to which a car is subjected in a train.

While I have shown my invention in but two forms, it will be obvious to those skilled in the art that it is not so limited, but is susceptible of various other changes and modifications, without departing from the spirit thereof, and I desire, therefore, that only such limitations shall be placed thereupon as are imposed by the prior art or as are specifically set forth in the appended claims.

What I claim is:-

1. In a metallic mine car, a body formed by a plate bent to conform substantially to the segment of a cylinder, end plates secured to the body plate, there being spaced separate openings on each side in the upwardly curved under portion of the curved body plate, separate wheel housings fitted into each opening and shaped to avoid presenting any obstruction within the body against which mineral would hang when the car is dumped, independent stub axles mounted in each wheel housing, and keepers in the housings associated with each axle to retain a Wheel thereon.

2. A mine car according to claim 1, in combination with a pair of external angles mounted on and extending the length of each side of the body to stiffen it, the angles of each pair being arranged alongside of the adjacent body openings and having the housings for their respective openings secured rigidly in place to and between them so as to be outwardly demountable when unfastened, and to take a bearing against the upper angle to sustain the vertical load on the housing.-

3. A mine car according to claim 1, in combination with stifiening angles attached externally to and extending the length of said body and arranged above and below the side openings therein with their out-turned flanges divergent, the housings having external flanges shaped to fit snugly against and be centered between the outturned flanges of their respective angles and against the body and inturned flanges of said angles, and means to secure the housings to both body and angles.

4. In a mine car, wheels, a body arcuate in cross section having formed in its under portion separate wheel openings on each upwardly curved side near its ends, an individual wheel housing set into each opening and secured to the body, stub axle mounting for a wheel in each housing, an annular flange on the inner side of each wheel, and keeper members carried by the housing to retain the wheel on the axle.

5. A mine car according to claim 4, in which each stub axle is rigidly mounted at one end only on a spring bearing slide, and the housing is vertically recessed to form a retaining guide for said slide.

6. A mine car, comprising a body having an arcuate bottom, having wheel openings on each side near the ends, each of said openings being formed in the upwardly curved side wall beneath the body, thereby providing a lateral approach thereto, housings forming Wheel covers which close said openings and carry rigid therewith wheel supporting stub axles, the housings being left open at the outside for the outward lateral removal of wheels from said axles, wheels having hubs with a retaining annular shoulder, and demountable retainers secured to the housings in position to engage said shoulders and hold the wheels in running position on their respective axles.

'7. A mine car, comprising a body arcuate in cross section, having wheel openings formed in the upwardly curved side walls beneath the body on each side, thereby providing a lateral approach thereto, housings forming wheel covers which close said openings and carry vertically slidable therein spring pressed wheel supports provided with stub axles, said housings being laterally open to the outside, wheels having hubs with a retaining annular shoulder, and parallel undercut fixed retainers secured to the housings in position to engage said shoulders and hold the wheels in running position on their respective axles, the housing having a demountable stop which when removed permits its respective wheel and its support to be disengaged from the housing and its fixed retainers.

8. A mine car having a plurality of separate wheel mountings, each comprising a housing open to the side for the lateral removal of a wheel therefrom and having a wheel cover forming a top spring seat, an inner upright wall in the housing vertically recessed to form a retainer slide Way, a wheel having a support shaped to engage and have play in said slide way and to provide a bottom spring seat overhanging the wheel, a stub axle for the wheel carried by said support, and spring means interposed between said seats.

9. An all metal car, comprising a plate having cut out portions shaped to receive individual wheel covers and bent to form a car body arcuate in cross section, preformed end plates joined to said body ends and shaped to flare outwardly and upwardly from the bottom of the body, metal housings open to the outside laterally each carrying a separate wheel axle and shaped overhead to conform substantially to the top segment of a Wheel mounted on said axle, and means to mount said housings with their wheel shaped cover portions alone projecting into the car body through the cut out portions therein, the lateral opening permitting horizonal removal of a wheel from the car.

ERSKINE RAMSAY. 

